As a leader in commercial vehicles here in the US, we knew Ford wouldn't take too long to show off the chassis cab and cutaway versions of its 2014 Ford Transit van. Set to go on sale this fall, Ford already revealed the full-body version of the Transit, and now it has pulled the cover off exposed-frame models just in time to to compete against the all-new Ram Promaster.

The term "chassis cab" refers to models with a fully enclosed cabin used for box vans or rental trucks, while cutaway models leave the cabin open behind the B-pillars for a pass-through on vehicles such as Class C motorhomes or ambulances. Both will offer three wheelbase options (138, 156 and 178 inches), the choice of single or dually rear axles, and plenty of upfitter-friendly touches including a pre-wired body harness and multiple body mount locations.

The new design will also help make upfitting a little easier since the fuel filler is now built into the cab (just behind the driver's door). Those integrated fuel filler necks will serve to feed either a 3.7-liter V6, a 3.5-liter EcoBoost V6, or a 3.2-liter Power Stroke diesel. Transit chassis cab and cutaways will wear varying Gross vehicle weight ratings from 9,000 pounds to 10,360 pounds depending on spec.

Like all US-spec Transit models, the chassis cab and cutaway will be built at Ford's Kansas City Assembly Plant in Claycomo, Missouri. About the only thing that has yet to be announced for the new Transit is its pricing.

-Ford Transit chassis cab and cutaway models will be built at the company's Kansas City assembly plant

Ford Motor Company announced today the introduction of the all-new Transit chassis cab and cutaway models, engineered to tackle an almost unlimited variety of specialized jobs and vocations.

Transit chassis cab features an enclosed passenger compartment and bare frame ready to accept aftermarket body modules ranging from custom cargo delivery to utility body. Transit cutaway is similar to the chassis cab, but with the rear of the passenger compartment open so it can be paired with specialty body modules such as shuttle or school bus bodies.

The chassis cab and cutaway will be offered in three wheelbases, 138, 156 or 178 inches, and gross vehicle weight ratings from 9,000 pounds to 10,360 pounds.

"No other automaker offers the variety and adaptability that Ford Motor Company brings to our commercial customers," said Len Deluca, director, Ford Commercial Vehicles. "Transit's best-in-class capabilities are combined with an extensive nationwide network of commercial upfitters to provide an unparalleled number of body choices to suit almost any job."

Power of choice
Transit offers a range of fuel-efficient engines, including a standard 3.7-liter V6, the same award-winning 3.5-liter EcoBoost® engine proven in the Ford F-150, and an all-new 3.2-liter Power Stroke® Diesel option.

Ford will offer the Transit 3.7-liter V6 with a compressed natural gas/liquid propane gas (CNG/LPG) prep kit to assist customers running their vehicles with these abundant, affordable, clean fuels. This 3.7-liter V6 is also engineered for optimal performance with E85 flex- fuel capability.

Each fuel-conscious engine is paired with a six-speed automatic transmission for efficient rear-wheel-drive operation.

Transit tested tough
The foundation for Transit cutaway and chassis cab variants is an innovative uni-ladder structure that combines the cab with a durable girder frame. The fully welded platform underpins 100 percent of the cab area, with frame rails reaching from the front to the rear bumper mounts.

Extensive use of high-strength steel in the frame, delivering up to 50,700 psi of rigidity, helps shoulder heavy loads while high-strength boron steel in the cab structure helps improve safety.

To increase adaptability, the high-strength steel uni-ladder frame can be extended with support plates, allowing an upfiltted body to accommodate additional cargo through extended length.

This extra-length body support is the result of the Ford Transit development team listening closely to fleet customer needs, responding with thoughtful engineering features that make the versatile Transit platform even more adaptable.

Transit cutaway and chassis cab models can be specified with a factory-installed towing package including hitch and lighting connections, as well as a prewire package for upfitted body lighting.

The cab area and uni-ladder frame rails of cutaway and chassis cab Transit models have been reinforced with boron to add strength and save weight, before treatment with advanced anti-corrosion coatings for maximum durability.

The all-new Ford Transit has been tested to the same standards as the legendary E-Series commercial vehicles at Ford's proving grounds and in the hands of real-world fleet customers in North America.

About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 171,000 employees and 65 plants worldwide, the company's automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford and its products worldwide, please visit http://corporate.ford.com.

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Did they release the hp/tq, fuel economy, and towing numbers yet on the 3.2L diesel? I'm looking to replace my fleet of 7.3L E350's, but I'm a bit worried about the towing rating. If it's only 5000lbs like the low roof Sprinter it won't be able to tow our equipment.

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E-series cutaways will continue for higher GVW\'s....the full size Transit will rock the boat for sure, up until now the Sprinter has had no competition in the fully enclosed versions, now add these chassis and cutaways...heres the new segment leader for sure....

Actually, no, it isn't. The Express/Savana have had double wishbone front suspensions for a while (as well as AWD on the 1500 models), while the E-series has relied upon the ancient and outdated Twin I-Beam front suspension for the last 2-3 decades.

I wasn't saying it was, I was pointing out the the GM vans have been actively updated in the last few decades, whereas the only changes made to the E-series since 1992 were in 1997 (introduction of the modular engines) and in 2008 (when the Super Duty style face was introduced).

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Something about traction or something like that. I see ambulances make their way through snow all the time (when it snows), and I highly doubt the last thing on the mind of the driver is 'boy, I sure wish I had 4 wheel drive'.

I hope Ford doesnt make the same mistake with the 3.2L PS as it did with that 6.0L PS. They shouldnt rush these engines like this otherwise people are gonna be very angry followed by many lemons and lawsuits. IF they fix all the bugs with the PS, they need to add it to the F-150, Expedition and Navigator. IMO the Transit is way better looking then that FWD Ram Promaster. Now where in the world is GM? They need to step it up asap!

Mark, Ford didnt make the 6.0 or 6.4 PS diesels...they were made by Navistar....the new 6.7 and this engine are ford products....and from what i understand the 3.2 has been around for a while...shouldnt be any issues at all.....

here ya go............The new diesel, Fordâs second in North America, already has established a proven record for reliability, durability and refinement in the global Ford Ranger truck sold in world markets. The new Power Stroke Diesel will be the only five-cylinder diesel engine available in a commercial van in North America.

The 6.7 PS (scorpion) is a good engine and other owners would agree with me. Now Dean, I know the 6.0 n 6.4 are designed by Navistar and you should know that Ford took the 6.0 and modified them which and ignored Navistar's request of not messing with them. They event went to court accusing one another of a faulty design. We had 2 excursions and a F-350 with the 6.0. I would like you to know we had on all 3 of them very similar issues like some of the ejectors going out, rear main seal leaking, turbo losing psi out of no where, idling issues, etc. All stock too, no mods, nothing. Even though I am a Ford guy and currently own other ford products, I got marked down for expressing what I believe they need to watch out. FYI the PS is well established because of the 7.3L not the 6.0s or 6.4s. Ask me anything you want about my trucks, Ill gladly answer them. BTW I do hope they will succeed with the new 3.2l PS in the states, I really do and my aging fleets of vans and trucks will need to be replaced. This Transit is looking promising so far.

The 6.0 Powerstroke is actually a VERY capable engine when you take care of a few major issues. An EGR delete or Bulletproof Diesel EGR is a must. A Bulletproof Diesel oil cooler is also a great idea however the stock oil cooler will work fine with a coolant filter and/or 2 year coolant change intervals. If you plan to put a tuner on it or work it hard head studs are also a great idea, although not always needed. With these issues taken care of all you need to do is maintain regular oil change intervals as it is typically extended oil change intervals that lead to the injectors downfall. Our diesel tech here (Ford & Chrysler Dealer) highly recommends no more than 4-5k miles for severe use and no more than 6k for daily drivers driven more than 12k miles a year.
Overall, the 6.0 is a great bargain in the diesel world. I will be buying a new 06-07 F350 early next year myself as you just cant beat them. There are also a lot of guys with just a tune & exhaust that are making as much (and more) than the new 6.7 Powerstroke that use their trucks reliably every day.

Hey John.... Indeed it was a capable engine and if you want trouble free with them you had to do some maintenance to insure them that they wont fail on you; like the EGR delete, the many leaks it had from different areas of the engine it-self, injectors not getting clogged, fuel filters changed often, etc. But the most safest thing you can do really IS keeping them near stock and here is the reason: The cylinder heads, a major problem with the 6.0s was the torque-to-yield head bolts, which happen often in an overboost condition would lead to a blown head gasket, and eventually a cracked cylinder head and is very expensive to fix. Now the 7.3L and 6.7L Power Stroke engines both have 6 head bolts per cylinder which as you know are proven engines. By contrast, the 6.0L only has 4 head bolts per cylinder so case in point, the 6.0s will always be the sore spot for Ford. PS I had 3 6.0s in my fleet and I am looking forward for this US-spec 3.2L PS!

Correction AutoBlog!. The Ford Transit has been on the drawing board and design for past three years! It is true to From totally new dedicated design. It is the Ram Promaster which is nothing but a Rebadged Fiat Garbage that is hurried up and badged to compete with the FORD Transit...... Get the info straight JACK!!!!!

You mean Europe came up with something because Ford sat on their butts over here and did nothing but update trucks and SUVs. I agree the E-series needed a redo, but this was not it. Another American classic, biting the dust due to neglect.

Panther was corporate apathy. The E-series frame dated back to, what, the 60s, with a front suspension from the 70s. They realized making the amount of changes necessary to make it competitive with other full-size vans would cost far more than the design was worth, so they came up with a clean-sheet design.

Not to me. Ford is making everything with the same grille and same lower front end, it looks goofy on here. A new econoline that mimicked the upcoming F- series would have been much better. But as usual, Ford sat on their rearends and had to pull something out of Europe to fix the problem. I have been a Ford guy since birth, but those days are drawing to a close. With only 3 real American Fords left my money is going elsewhere next time.

Jesus!: Because designing products that can be sold in multiple markets with a minimum of changes, thus making them more profitable (and keeping the beancounters happy) is TOTALLY a stupid idea, right?
Ignorant dumbass.

Carguy....if you have to use foul language to get a point across, then apparently it is not I who is ignorant. Americans are different from Europeans. I am tired of seeing my American company turn into a Euro one. I am not European, and do not want a Euro vehicle. If I did, I would buy a Mercedes or what not. We need choices here, we should be able to choose between American, European, Asian etc, However, Ford being lazy as they were had to pull what they could and band aid their butts before they went under too. I will stick with Dodge or GM on my next purchase, because at least they still appreciate American design over there(minus a few mishaps---lookin at you SS and new Cherokee.

Choosing to not buy something based solely on its design is foolish, and you know it. You should be aware of of the 'One Ford' mantra by now, and if you aren't, that points to YOU being ignorant, not me. It has been known since 2011 that the E-series was on borrowed time, and that the Euro-market Transit, a far more capable (modern design) was coming. My line of thinking is that of an executive: if my company can produce a vehicle that can satisfy the needs of customers on multiple continents, with a minimum of changes necessary to satisfy local safety and emissions regs, then I am going to direct my engineers to develop such a vehicle, hurt feelings be damned.
As for 'foul language', welcome to the internet. Your feelings are going to be hurt. If you cannot take the heat, stay out of the sun.